EP1130247B1 - Dispositif de diagnostic installé à bord d'un véhicule pour son système de carburant - Google Patents

Dispositif de diagnostic installé à bord d'un véhicule pour son système de carburant Download PDF

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Publication number
EP1130247B1
EP1130247B1 EP01301404A EP01301404A EP1130247B1 EP 1130247 B1 EP1130247 B1 EP 1130247B1 EP 01301404 A EP01301404 A EP 01301404A EP 01301404 A EP01301404 A EP 01301404A EP 1130247 B1 EP1130247 B1 EP 1130247B1
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EP
European Patent Office
Prior art keywords
vapour
pressure
tank
values
canister
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP01301404A
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German (de)
English (en)
Other versions
EP1130247A3 (fr
EP1130247A2 (fr
Inventor
William John Corkill
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Global Technologies LLC
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Ford Global Technologies LLC
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Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Publication of EP1130247A2 publication Critical patent/EP1130247A2/fr
Publication of EP1130247A3 publication Critical patent/EP1130247A3/fr
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Publication of EP1130247B1 publication Critical patent/EP1130247B1/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/0809—Judging failure of purge control system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure

Definitions

  • This invention relates to a vehicle fuel system having on-board diagnostics for testing the system for vapour integrity.
  • Vehicle fuel systems are required to control emission of fuel vapour. This is done by collecting vapour emitted from the fuel tank in a purge canister containing carbon to absorb the vapour.
  • the canister is purged of collected vapour when the engine is running by drawing air through the canister into the engine, relying on manifold vacuum.
  • the system is sealed except for venting to the atmosphere via the purge canister.
  • On-board testing is required to ensure that escape of vapour from the sealed system does not exceed prescribed limits. Typical known vapour integrity testing systems are described US patents 5,333,590 and 5,765,121.
  • the latter patent describes a basic test in which the manifold vacuum is used to pump out the fuel tank and the return of tank pressure to atmospheric ("bleedup") is monitored. If bleedup exceeds a certain threshold value R the system is determined to have an unacceptable vapour integrity. If the bleedup is less than R, it assumed that vapour integrity is acceptable. Vapour loss below a certain level cannot be reliably detected with this basic system because vapour generation from fuel in the tank can cause pressure in the evacuated system to recover more rapidly than ingress of air due where loss of vapour integrity is small.
  • Vapour generation depends on many factors, including ambient temperature and vapour volume, that is the volume of free space above the fuel tank and in the purge canister and connecting passages. Vapour volume is itself directly related to fuel level.
  • US patent 5,333,590 uses a threshold value R which is not fixed but is related to vapour volume and fuel temperature.
  • German patent DE19702584 ( ⁇ US6105556) uses changes in pressure in a fuel tank evaporative system for enhancing leak diagnosis.
  • a canister temporarily receives evaporated gas, produced in the tank, through a gas line.
  • a purge line vents evaporated gas via a purge valve from the canister to an engine intake tube.
  • a gauge line branches off from the gas line between the purge valve and the canister and communicates with the intake tube or ambient atmosphere. The system is controlled to open and close the purge and gauge lines to produce a calculated pressure change representing the pressure change caused by the evaporated gas.
  • the first stage is a bleedup test in which pressure increase over a certain period (period_A) is measured.
  • a second stage is carried out in which pressure rise of the closed system from atmospheric over a second period (period_B) is monitored.
  • the second stage gives an indication of vapour generation in the tank under prevailing conditions.
  • a constant scaling factor is used to deduct a proportion of pressure rise found during the second stage to provide a value which more closely represents the level of bleedup due to ingress of air into the tank during the first stage of the test.
  • a vehicle fuel system with on-board diagnostics for vapour integrity testing comprises a vehicle fuel system with on-board diagnostics for vapour integrity testing comprising: a) a fuel tank for containing fuel for delivery to an internal combustion engine; b) a purge canister connected to the space in the tank above the fuel; c) a canister vent valve (CVV) for connecting the purge canister to the atmosphere; d) a purge valve for connecting the purge canister to the engine; and e) an electronic control unit (ECU) arranged for monitoring pressure and fuel level in the tank and other engine, vehicle and ambient conditions and for controlling opening and closing of the valves; f) the CVV and the purge valve being controlled by the ECU for venting the tank to atmosphere via the purge canister (purge valve closed, CVV open), and for purging vapour from the canister by allowing air to be drawn through the canister by manifold vacuum (both valves open) ; g) the ECU being arranged to carry out a periodic va
  • the improved fuel system test contemplated by the invention is preferably implemented using the vehicle's existing electronic engine control unit and the fuel system pressure sensor which is used for other purposes. As a consequence, the benefits of the invention may be obtained at very little additional cost.
  • the invention also provides a corresponding method.
  • a diagnostic procedure for vapour integrity testing is performed automatically at predetermined intervals by an electronic control unit (ECU) 10 seen in Fig. 1.
  • the test is aborted if prevailing conditions (fuel sloshing, heavy acceleration etc) are such that a reliable test result cannot be expected.
  • the ECU 10 is connected to a fuel sender 11 for sensing the level of fuel 12 in a fuel tank 13, an ambient temperature transducer 14, and a fuel tank pressure transducer 15.
  • the ECU controls a vapour management valve (VMV) 16 and a normally open canister vent valve (CVV) 18.
  • VMV vapour management valve
  • CVV normally open canister vent valve
  • the CVV controls the air flow through a filtered passageway 19 which connects a purge canister 20 containing charcoal for absorbing fuel vapour to an atmospheric vent 22.
  • the VMV when open, connects the purge canister 20 to the intake manifold 17 of the vehicle engine via lines 38 and 39.
  • the closed fuel system seen in Fig. 1 further includes a vacuum/pressure relief valve within a cap 25 which closes the fuel inlet passageway 26 of the fuel tank 13.
  • a passageway 30 extends from a rollover valve 31 at the top of the tank 13 to both the purge canister 20 and the VMV 16.
  • a running-loss vapour control valve 32 connects the passageway 30 to the upper portion of the fuel inlet passageway 26 via a branch passageway 33.
  • the ECU When the vehicle engine in not running the ECU closes the VMV 16 and opens the CVV 18 so that fuel vapour is absorbed by carbon in the purge canister before reaching the atmosphere. Moreover, air may enter the fuel system via the purge canister 20 if pressure in the tank falls below atmospheric due to condensation of vapour.
  • the ECU When the engine is running, the ECU from time to time opens both VMV 16 and CVV 18 so that air is drawn through the purge canister by manifold vacuum to purge fuel vapour from the canister.
  • the diagnostic vapour integrity testing procedure includes an evacuation phase in which the ECU closes the CVV 18 and opens the VMV 16 so that air and vapour are pumped out of the tank 13 and canister 20 by manifold vacuum until a desired pressure is achieved.
  • the evacuation phase is followed by a holding stage of several seconds. After the holding phase, the ECU closes both the VMV 16 and the CVV 18, sealing the system.
  • the tank pressure as indicated by the pressure sensor 15 is monitored by the ECU during a bleedup phase 36, illustrated in Figure 2.
  • a series of pressure values P 1 P 2 P 3 ... P m are measured at known intervals of time (every x seconds).
  • a series of calculations are carried out, each calculation using three successive pressure values P n-1 P n P n+1 (see Figure 2). Each such calculation provides calculated values for both the hole size and the rate of vapour generation and discriminates between the contribution of each to the pressure change.
  • the data gathered during this stage may provide all the information required to estimate the hole size with confidence.
  • constant temperature, polytropic index 1
  • a temperature factor reflecting the ratiometric change of fuel vapour temperature within the tank.
  • Temperature prediction as described in the co-pending application is preferred to the use of a temperature sensor for direct measurement of vapour temperature since a temperature sensor would add significant cost and require its own diagnostics.
  • Each stage of the calculation requires 3 consecutive data samples and, therefore, calculation can take place throughout the test duration commencing at the third sample and ending at the last sample. Alternatively all the data can be processed after completion of the stage.
  • the calculation can be carried out at only one point, using 3 samples at the start, middle and end of the period.
  • the value of Q will be the mean value of the rate of vapour generation in the tank over the stage. Any fluctuations in Q during the stage will influence the calculated hole size.
  • d n d n * f + d n-1 * (1 - f )

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
  • Examining Or Testing Airtightness (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Claims (4)

  1. Circuit de carburant pour véhicule avec système de diagnostic embarqué pour tester l'étanchéité aux vapeurs comprenant :
    a) un réservoir (13) de carburant (12) pour alimenter un moteur à combustion interne (17) ;
    b) un boítier de purge (20) raccordé à l'espace du réservoir (13) au-dessus du carburant (12);
    c) une soupape ou vanne d'aération du boítier (CVV) (18) pour assurer une mise à l'air libre du boítier de purge (20) ;
    d) une soupape ou vanne de purge (VMV) (16) pour relier le boítier de purge (20) au moteur (17) ; et
    e) un module de commande électronique (ECU) (10) disposé ou arrangé de façon à surveiller la pression et le niveau de carburant dans le réservoir (13) et d'autres conditions du moteur, du véhicule et de l'environnement et contrôler l'ouverture et la fermeture des soupapes ou vannes ;
    f) la soupape ou vanne d'aération du boítier (CVV) (18) et la soupape ou vanne de purge (VMV) (16) étant commandées par l'ECU (10) pour mettre le réservoir (13) en communication avec l'air libre via le boítier de purge (20) (soupape de purge fermée, CVV ouverte), et pour purger les vapeurs du boítier (20) en permettant l'aspiration de l'air à travers le boítier (20) par un vide dans le collecteur (les deux soupapes ouvertes) ;
    g) l'ECU (10) étant disposé ou arrangé pour effectuer un test périodique d'intégrité ou d'étanchéité aux vapeurs, lorsque le moteur (17) tourne, le test d'intégrité ou d'étanchéité aux vapeurs comprenant les opérations consistant à :
    (i) réduire la pression dans le réservoir (13), fermer le circuit et permettre une mise à l'air libre du circuit (purge),
    (ii) prendre une série de mesures de pression à différents instants pendant la purge pour donner une série de valeurs de pression en fonction du temps et
    (iii) calculer le taux de génération de vapeurs dans le réservoir à partir des valeurs (G) représentant le gradient de pression et (C) représentant le taux de variation du gradient de pression dérivé des valeurs de pression ;
       caractérisé en ce que le test d'intégrité ou d'étanchéité aux vapeurs commandé par l'ECU comprend les opérations consistant à :
    (i) calculer l'indice polytropique (np) des vapeurs dans le circuit en utilisant les valeurs de pression (P) et les valeurs de température correspondantes (T), chaque valeur de température représentant la température instantanée des vapeurs au moment de la mesure de la valeur de pression correspondante, et
    (ii) utiliser l'indice polytropique (np) comme facteur de calcul du taux de génération de vapeurs (Q) dans le réservoir.
  2. Circuit de carburant pour véhicule selon la revendication 1 dans lequel le test d'intégrité des vapeurs commandé par l'ECU comprend le calcul de l'intégrité ou l'étanchéité aux vapeurs à partir des dites valeurs (G) représentant le gradient de pression et (C) le taux de variation du gradient de pression.
  3. Procédé de test de l'intégrité ou de l'étanchéité aux vapeurs pour un circuit de carburant pour véhicule comprenant un réservoir de carburant (13), le procédé comprenant les étapes consistant à :
    i) assurer l'évacuation du circuit de carburant ;
    ii) fermer le circuit et laisser monter la pression due à la pénétration d'air et à la génération de vapeurs (purge) ;
    iii) prendre une série de mesures de pression (P) à différents instants pendant la purge pour donner une série de valeurs de pression en fonction du temps ; et
    iv) calculer le taux de génération de vapeurs dans le réservoir à partir des valeurs (G) représentant le gradient de pression et (C) représentant le taux de variation du gradient de pression dérivé des valeurs de pression ; caractérisé par :
    v) le calcul de l'indice polytropique (np) des vapeurs dans le circuit en utilisant les valeurs de pression et les valeurs de température correspondantes, chaque valeur de température représentant la température instantanée des vapeurs au moment de la mesure de la valeur de pression correspondante, et
    vi) l'utilisation de l'indice polytropique (np) comme facteur de calcul du taux de génération de vapeurs dans le réservoir (13).
  4. Procédé de test de l'intégrité des vapeurs selon la revendication 3 comprenant l'étape consistant à calculer l'intégrité ou de l'étanchéité aux vapeurs à partir des dites valeurs (G) représentant le gradient de pression et (C) représentant le taux de variation du gradient de pression.
EP01301404A 2000-02-22 2001-02-19 Dispositif de diagnostic installé à bord d'un véhicule pour son système de carburant Expired - Lifetime EP1130247B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US09/510,986 US6269803B1 (en) 2000-02-22 2000-02-22 Onboard diagnostics for vehicle fuel system
US510986 2000-02-22

Publications (3)

Publication Number Publication Date
EP1130247A2 EP1130247A2 (fr) 2001-09-05
EP1130247A3 EP1130247A3 (fr) 2002-08-21
EP1130247B1 true EP1130247B1 (fr) 2005-01-26

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EP01301404A Expired - Lifetime EP1130247B1 (fr) 2000-02-22 2001-02-19 Dispositif de diagnostic installé à bord d'un véhicule pour son système de carburant

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US (1) US6269803B1 (fr)
EP (1) EP1130247B1 (fr)
DE (1) DE60108541T2 (fr)

Families Citing this family (14)

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US6854492B2 (en) * 2002-12-03 2005-02-15 Eaton Corporation Electrically controlled refueling vapor vent shutoff
JP3923473B2 (ja) * 2003-05-21 2007-05-30 本田技研工業株式会社 蒸発燃料処理装置の故障診断装置
JP2005002965A (ja) * 2003-06-16 2005-01-06 Hitachi Unisia Automotive Ltd 蒸発燃料処理装置のリーク診断装置
KR100747294B1 (ko) * 2005-12-13 2007-08-07 현대자동차주식회사 차량의 캐니스터 퍼지라인 내 액상연료 존재여부 판단 방법
DE102007012200A1 (de) 2007-03-14 2008-09-18 Audi Ag Verfahren zur Bestimmung der Größe eines Lecks
JP2009270494A (ja) * 2008-05-08 2009-11-19 Toyota Motor Corp 蒸発燃料処理システムの診断装置及び診断方法
CN101670778B (zh) * 2009-09-28 2013-01-09 亚普汽车部件股份有限公司 混合动力汽车的燃油蒸汽控制系统及控制方法
CN102114769B (zh) * 2011-01-28 2013-09-11 亚普汽车部件股份有限公司 外插电式油电混合动力车油箱燃油蒸汽控制系统及方法
JP5556702B2 (ja) * 2011-03-04 2014-07-23 三菱自動車工業株式会社 内燃機関の燃料蒸発ガス排出抑止装置
US9217402B2 (en) * 2013-02-06 2015-12-22 Ford Global Technologies, Llc Capless refueling system cleaning using engine vacuum
EP2818351B1 (fr) * 2013-06-26 2016-04-06 Inergy Automotive Systems Research (Société Anonyme) Procédé et système de dépressurisation d'un système de stockage de carburant de véhicule
US9279397B2 (en) * 2013-10-31 2016-03-08 Ford Global Technologies, Llc System and methods for canister purging with low manifold vacuum
US9829370B2 (en) 2015-04-27 2017-11-28 Ford Global Technologies, Llc Methods and systems for fuel level indicators in a saddle fuel tank
US11035326B2 (en) * 2017-12-14 2021-06-15 Cummins Inc. Propane fuel system temperature control systems and methods

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Also Published As

Publication number Publication date
US6269803B1 (en) 2001-08-07
DE60108541T2 (de) 2005-11-24
EP1130247A3 (fr) 2002-08-21
EP1130247A2 (fr) 2001-09-05
DE60108541D1 (de) 2005-03-03

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